JPH10119673A - Automatic alarm actuator for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To properly actuate an alarm corresponding to the running conditions or circumstances of a vehicle. SOLUTION: An alarm timing to be a time concept is used as a threshold value to judge an alarm to be actuate or not, which is compared with an expected arrival time for an obstacle. If the expected arrival time is below the alarm timing, the alarm is actuated. The alarm timing to be the time concept is basically set to be a time for avoiding collision, but corrected from time to time corresponding to running circumstances.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic alarm actuating device for a vehicle, which is suitable for applying to a system for giving an effective alarm to a driver when an obstacle ahead of the vehicle is detected.

[0002]

2. Description of the Related Art Conventionally, in order to prevent a collision or a rear-end collision, an obstacle in front of an own vehicle is detected, and if the distance between the obstacle and the own vehicle is further increased, it is determined to be dangerous. There has been proposed a technology for generating an alarm for a driver when the vehicle approaches a certain distance (threshold) or more.

For example, in Japanese Patent Application Laid-Open No. Hei 7-132787, it is dangerous to approach the vehicle any further as described above, depending on the distance to an obstacle, its temporal change (relative speed with respect to the own vehicle), and the speed of the own vehicle. A technique has been proposed in which a reference distance (threshold) to be determined is calculated, and when the distance to an actual obstacle becomes smaller than the reference distance, a warning is issued to the driver by gentle braking. Further, the above-mentioned publication further discloses a technique that considers a friction coefficient of a traveling road surface when calculating a reference distance as a threshold value for executing the gentle braking.

An alarm based on "slow braking" is very effective as this kind of alarm because the driver can directly experience the driver. Further, since the vehicle speed can be slightly reduced by the gentle braking, it is suitable as a preparatory operation in case of an accident. Therefore, it is widely used as this type of alarm means.

[0005]

However, the conventional automatic alarm operating devices for vehicles, including the technology described in the above-mentioned publications, have a problem that if the vehicle runs without doing anything, the vehicle will be regarded as an obstacle. A limit distance that is considered inevitable to collide is set as a "reference distance (threshold)", and an alarm is issued when the distance to an actual obstacle becomes smaller than this reference distance. I was

However, the conventional method of using the concept of "distance" as a threshold for determining whether or not to generate an alarm has the following major problems.

[0007] The first problem is that the conventional method using the threshold of the concept of "distance" requires the road surface friction coefficient as described above (although there is no particular problem in a simple traveling case). It is difficult to properly correct the threshold value in the case where an attempt is made to generate a more accurate warning by taking into account or taking into account the traveling state of various vehicles in more detail.

More specifically, this type of conventional automatic alarm actuating device is such that, if the vehicle is driven in this state, the vehicle "always" collides with the obstacle, that is, the vehicle collides with the obstacle. The reference distance (threshold) for generating an alarm (including gentle braking) has been calculated on the assumption that the vehicle is running toward the vehicle. However, according to this method, for example, when traveling on a curve, even if the side guardrail is recognized as a front obstacle, there is no danger of collision.
An alarm is generated by mistake. In this case, if the type of alarm is slow braking, the slow braking is activated when the driver does not expect it, which causes a problem that the driving feeling is significantly impaired.

[0009] In the case of overtaking while changing the traveling lane, the vehicle may temporarily approach the preceding vehicle temporarily. There is a problem that an alarm is generated.

Further, there is also a problem that, even when the vehicle is running on a curve and rubs against an oncoming vehicle, the vehicle may be mistaken for an oncoming vehicle as an obstacle in front of the driver and an alarm may be generated, despite the low risk of collision. is there.

In order to cope with such a problem, it is possible to make it easier to generate an alarm according to the traveling mode and traveling environment of the own vehicle,
On the other hand, if it is attempted to make it difficult to occur, according to the conventional method, it is necessary to convert the elements of the traveling mode and the traveling environment into the concept of “distance” and then correct the factors. However, reflecting such a correction factor in the conventional correction of the threshold value based on the concept of “distance” is a very difficult task (in terms of a specific correction method and setting of a correction coefficient). Was. This is the first problem.

[0012] The second problem is that when trying to incorporate a time factor into the way the alarm is generated, more directly (although this problem may be a problem that was not even recognized in the past). However, it is very difficult to deal with the threshold value of the concept of “distance”.

To give a specific example, for example, an alarm by slow braking is to decelerate the vehicle at a time unexpected by the driver, so that it is not desirable to activate the vehicle as much as possible except when it is really necessary. There are circumstances. In this case, for example, as in an embodiment to be described later, a first preliminary alarm is first issued by turning on a lamp, a second preliminary alarm is issued by a buzzer, and then an original alarm is issued by gentle braking. The problem can be considerably solved.

However, when a threshold based on "distance" is used, there is a problem that it is extremely difficult to take a method of giving an alarm in consideration of this time factor. .

Of course, the concept of "time" can be converted to the concept of "distance" by taking into account the factor of vehicle speed. However,
For example, the distance between vehicles on the road is not necessarily linked to "vehicle speed" or "stop distance".
Simple conversions often lack validity.

The present invention has been made in view of such a conventional problem, and it is not necessary to generate an alarm by generating an alarm based on a threshold of the concept of "time". Provided is an automatic alarm operating device for a vehicle, which can reduce an erroneous alarm sometimes and can more reliably and appropriately generate an alarm only when a true alarm is required. Is the subject.

[0017]

The present invention has solved the above-mentioned problems by adopting the structure described in claim 1 as shown in FIG.

That is, the present invention comprises: obstacle information detecting means for detecting an obstacle ahead and detecting the distance to the host vehicle; and vehicle speed detecting means for detecting the host vehicle speed.
In a vehicle automatic alarm activation device that activates an alarm unit based on the obstacle information and the vehicle speed of the vehicle, an alarm timing of a concept of time is set as a threshold for determining whether to activate the alarm unit. Means for calculating an expected arrival time of the own vehicle to the obstacle based on the obstacle information and the own vehicle speed, and the alarm means based on a relationship between the alarm timing and the expected arrival time. By actuating the above, the above problem has been solved.

The basic concept of the present invention is to generate an alarm (such as gentle braking) when the "expected arrival time" at which the vehicle reaches an obstacle becomes shorter than the "alarm timing" as a threshold. It is in.

The "alarm timing" as a threshold value is set in units of "seconds" or "milliseconds" as a concept of "time" or "how many computer operation cycles". Basically, the alarm is set to a time at which a collision can be avoided.

In the present invention, the concept of "time" instead of the concept of "distance" is dared to be introduced as a threshold value. In order to more appropriately generate an alarm according to the traveling mode and traveling environment of the own vehicle, " It is based on the idea that the concept of "time" can often provide a more rational response than the concept of "distance".

That is, in both the present invention and the prior art, in the standard case, that is, when there is an obstacle in front of a straight road, and the alarm is activated at a timing when collision can be avoided,
As a result, a similar effect is obtained. However, if the warning is to be activated easily or vice versa depending on the driving mode and driving environment of the vehicle, it is much more appropriate for the threshold to be the concept of “time”. It is easy.

In the present invention, from this point of view, a "warning timing" which is a concept of time is introduced as a threshold value, and this is appropriately changed and set according to the driving mode and the driving environment of the vehicle at that time. It is.

On the other hand, the "expected arrival time" is based on the obstacle information (information on the distance to the obstacle, its temporal change, that is, information on the relative speed, etc.) at the current moment, the vehicle speed of the own vehicle, and the like. If it does not continue, how long does it take to reach the obstacle? "

Then, in the present invention, the estimated arrival time is compared with the (set) alarm timing, and the alarm means is activated "based on the relationship between the two".

Here, the wording “based on the relation” will be described a little. Basically, an alarm is issued when it is determined that the estimated arrival time is shorter than the alarm timing. However, as in the embodiment described later, for example, when the estimated arrival time is smaller than the time obtained by adding A seconds to the alarm timing or the time obtained by multiplying the alarm timing by B, a preliminary alarm is first issued by light or sound. Then, a configuration may be adopted in which a warning is issued by the inherent slow braking at the stage when the value becomes 1 or less.

In the first aspect, the expression “based on the relation” is used because these circumstances are taken into consideration.

As described above, the present invention employs the concept of time as a threshold value, and can rationally cope with a case in which alarms are sequentially generated with different types of alarms.

According to the present invention, since the "alarm timing" which is the threshold value is based on the concept of time, it is necessary to correct or change the alarm timing to be shorter or longer (by using a computer). This can be easily performed (with almost no increase in computational load), and the alarm means can be properly and appropriately activated only when necessary.

[0030]

Embodiments of the present invention will be described below in detail with reference to the drawings.

A preferred embodiment of the present invention comprises means for estimating the future course of the own vehicle, and at least one of the warning timing and the estimated arrival time is corrected based on the estimated future course of the own vehicle. (Claim 2).

Here, if the warning timing (as a threshold value) is set shorter, for example, based on the estimation result of the future course of the own vehicle, it is easier to determine that the expected arrival time is longer than the warning timing. Therefore, it is difficult to activate the alarm means. In this case, generally, the alarm timing which is a threshold is corrected,
Since they are relative, the same effect can be obtained even if the estimated arrival time is corrected in the opposite direction.

Another preferred embodiment is to adopt, for example, means for detecting a turning state of the own vehicle as means for estimating the future course of the own vehicle (claim 3).

The turning state can be detected by the yaw rate and the lateral acceleration. Further, it can also be detected by the rotation angle of the steering. The method of detecting the steering angle is based on the turning angle of the steering wheel, even when the vehicle is approaching the curve, that is, even when the yaw rate and the lateral acceleration have not yet been generated, the driver generally starts turning the steering wheel slightly before entering the curve. There is an advantage that can be detected.

If a turning state is detected as a future course of the own vehicle, the smaller the turning radius, the more likely it is to misidentify the guardrail or oncoming vehicle as an obstacle ahead of the host vehicle. Correcting and changing the estimated arrival time to be longer) so that the alarm means is harder to operate.

This will be described in more detail with reference to FIG.

Now, for example, assuming that the vehicle body length and width are ignored (the radar is located at the center of the vehicle), the vehicle speed is V, the turning radius of the road is R, and the driver is passing through the turning circuit. Assuming that the allowable lateral acceleration is G, the distance from the center of the vehicle to an obstacle (for example, a guardrail) on the side of the vehicle is L, and the standard warning timing when running on a straight course is Wts, the driver can tolerate. The distance Lc (from the center of the vehicle) at which no obstacle appears while turning a curve within the range of the lateral acceleration G can be expressed as in equation (1).

Lc = {(R + L) ² −R ² } = {(2RL + L ² ) (1)

Here, since R = V ² / G, the distance L
c can be rewritten as in equation (2).

Lc = √ (2LV ² / G + L ² ) (2)

When this distance Lc is converted into the estimated arrival time Tc, the following equation (3) is obtained.

Tc = Lc / V = {2L / G + (L / V) ² } (2L / G) (3)

As can be seen from equation (3), when approaching the circuit, the expected arrival time Tc to an obstacle such as a guardrail tends to be calculated to be shorter as the lateral acceleration G is larger. I understand. The lateral acceleration G is given by G =
Since it can be written as V ² / R, the higher the vehicle speed V,
Alternatively, the smaller the turning radius R, the shorter the estimated arrival time Tc is calculated. Therefore, if the alarm timing Wt (which is a threshold value) is corrected or changed to be shorter in accordance with this, the alarm means may be activated (although it is not necessary to activate) by an obstacle such as the guardrail. Can be prevented.

FIG. 3 shows an example in which the alarm timing Wt is corrected and changed from this viewpoint. Note that a plurality of graphs in FIG. 3 indicate that the warning timing Wt can be corrected to be longer or shorter depending on the driver's preference, as described later.

In the example shown in FIG. 3, the parameter on the horizontal axis is (1 / turn radius R) instead of the lateral acceleration G. That is, in the example of FIG. 3, the concept of the vehicle speed V is ignored in setting the alarm timing Wt. This is because the factor of the vehicle speed V is considered in the expected arrival time Tc to be compared.

As is clear from FIG. 3, the warning timing Wt is the longest when running on a straight road (coincides with the standard warning timing Wts), and becomes shorter as the turning radius R becomes smaller. However, when the turning radius R becomes smaller than a certain value R1, thereafter it converges to a certain value Wt1. It should be noted that the figure shows a graph for the longest case.

The reason is that this alarm timing Wt1
This is because if an alarm such as gentle braking is activated at that time, it is meaningless unless the time is set to “at least an appropriate effect such as deceleration before the collision”. Therefore, the alarm timing Wt1 does not always coincide with the time when the collision can be completely avoided. However,
When the warning timing Wt is set as shown in FIG. 3, when the vehicle enters at a dangerously high vehicle speed V with respect to the turning radius R (because the estimated arrival time Tc falls below the warning timing Wt).
Alarms such as slow braking are activated, but (for turning radius R)
When the vehicle enters at a vehicle speed V lower than the normal level, the alarm is not activated, and a very practical action can be obtained.

Still another preferred embodiment includes a navigation system capable of confirming the traveling position of the own vehicle on the map, and the future course of the own vehicle is estimated based on at least the traveling position of the own vehicle on the map. (Claim 4).

In recent years, in a vehicle equipped with a navigation system, the traveling position of the vehicle on a map can be grasped quite accurately. It is expected that this accuracy will be further improved in the future. As described above, when the traveling position on the map of the own vehicle can be confirmed, it is possible to prepare in advance information such as how much curve will be approached in the future, so that an earlier response is possible.

In addition, for example, in a vehicle equipped with a CCD camera, the future course of the own vehicle is estimated by monitoring how the traveling lane (white line or yellow line) curves with the CCD camera. be able to. As described above, the present invention does not limit how to estimate the future course of the vehicle.

Still another preferred embodiment is provided with means for determining whether or not the obstacle is an oncoming vehicle, and corrects the alarm timing or the estimated arrival time based on the determination of whether or not the oncoming vehicle. (Claim 5).

The determination as to whether or not the vehicle is an oncoming vehicle can be made based on, for example, whether or not the relative speed with respect to the obstacle is higher than the vehicle speed of the own vehicle. If the relative speed is higher than the own vehicle speed, it means that the obstacle itself is approaching the own vehicle, and thus it can generally be determined that the vehicle is an oncoming vehicle.

When the alarm timing, which is a threshold value, is set based on the concept of time as in the present invention, the expected arrival time is longer when the obstacle is an oncoming vehicle (compared with the case of a fixed obstacle).
Of course, the shortening makes the alarm device easier to operate. In this case, if the alarm device is operated simply based on the concept of avoiding a collision, the estimated arrival time has fallen below the alarm timing. Should be. However, as shown in FIG. 4, for example, when the obstacle is the oncoming vehicle Obm, the oncoming vehicle Obm generally drives so as to avoid collision as compared with the case where the obstacle is the fixed obstacle. Accordingly, although the estimated arrival time Tc at which the own vehicle I reaches the oncoming vehicle Obm is shortened, the warning timing W
It is more practical to set t to be shorter in accordance with this so that the alarm device is not activated more than necessary.

In this case as well, the alarm timing Wt, which is a threshold value, is generally corrected to be shorter, but since it is relative, the expected arrival time T (as in an example described later) is used.
The same effect can be obtained even if c is corrected to be longer.

In still another preferred embodiment, means for determining whether or not the blinker of the own vehicle is blinking is provided, and the warning timing or the estimated arrival time is corrected based on the determination of blinking of the blinker. (Claim 6).

When the blinker blinks, it is naturally expected that a lane change or a right or left turn at an intersection will be performed thereafter. When a lane change or a left / right turn is performed, there is a high possibility that another vehicle running in parallel or an oncoming vehicle will be recognized as an obstacle in front, and that it will be recognized as an obstacle that is quite close.

However, the driver is considered to be preparing for a lane change or turning right or left by blinking the blinker, and it is considered that in many cases, the warning operation is not actually required. Therefore, when it is detected that the blinker is blinking by the driver, it is preferable that the warning timing is corrected to be shorter and the warning means is not activated more than necessary. The correction based on the determination of the blinker of the blinker can correct the alarm timing from the time when the turning has not yet started, so that an effective correction can be made especially when used in combination with the correction based on the turning state described above.

In this case, since the correction is based on the relative blinking, the correction based on the blinking of the blinker may be performed in the opposite direction to the expected arrival time.

In still another preferred embodiment, the obstacle information detecting means has a function of detecting the position of the obstacle along the vehicle width direction of the own vehicle, and the alarm timing or the estimated arrival time is determined by the obstacle information detecting means. The correction is performed based on the position of the object in the vehicle width direction (claim 7).

As a conventionally known obstacle information detecting means, a transmitter / receiver for a signal such as a laser beam is provided at the center of the front of the vehicle, and the time until the signal reflected by the obstacle is received again is detected. It is common to do. Further, as an application of this, there is also known an apparatus in which the signal emission direction of the transmitter / receiver is scanned along the vehicle width direction to detect the position of the obstacle in the vehicle width direction.

For example, as shown in FIG.
According to the obstacle detecting means of the type which can detect the position along the vehicle width direction X (position A and position B in the example of the figure), the position of the obstacle Ob in the vehicle width direction (position A and position B) Car I
Of the vehicle width Iw with respect to the front range (range of the hatched portion) F can be known quite accurately. Accordingly, it is possible to clearly determine how much the obstacle Ob overlaps in the vehicle width direction X with respect to the traveling direction (or course) Y of the own vehicle, so that the possibility of collision can be more accurately determined. You can figure out. Therefore, the warning timing Wt and the estimated arrival time Tc can be more appropriately corrected based on such situation grasp.

For example, an obstacle (an oncoming vehicle) while traveling on a curve
As in the case of rubbing with Ob, the information on the obstacle Ob indicates that the distance on the left side (vehicle width direction position A) of the front range F is Lc1 with respect to the front range F, and then the right side of the drawing ( When the distance Lc2 at the vehicle width direction position B) changes,
It can be determined that the possibility of collision has disappeared. Therefore, even if the distance Lc from the own vehicle I is further reduced from Lc1 to Lc2, it is possible to take measures such as not to issue a warning as long as the position in the vehicle width direction is maintained.

Such a countermeasure is provided so that an alarm is not activated more than necessary when passing an oncoming vehicle that is parked, overtaking a vehicle traveling on an adjacent lane, or overtaking while changing lanes. It is also applicable to doing.

On the other hand, in the case where no warning is issued because the vehicle is traveling on the adjacent lane, the other vehicle traveling on the adjacent lane suddenly has the vehicle width IW of its own vehicle I. Can be switched so as to issue an alarm when the front range F corresponding to the above is interrupted.

As described above, when the obstacle is detected by the obstacle information detecting means having the function of detecting the position of the obstacle in the vehicle width direction, how much the obstacle overlaps on the future course of the own vehicle. Can be accurately determined, so that a more appropriate alarm can be generated.

In still another preferred embodiment, two or more alarms are generated by the alarm means over time (claim 8). In the present invention, as described above, an alarm timing which is a concept of time is adopted as a threshold for generating an alarm. Therefore, by generating two or more alarms with time in relation to the alarm timing, a more detailed alarm can be given to the driver.

For example, as shown in FIG. 6A, before a warning Wr due to gentle braking is generated at a warning timing Wt, a preliminary warning FWr using sound or light is generated at the stage of the preliminary warning timing FWt. Then, it is possible to further reduce the problem that the gentle braking is suddenly applied when the driver does not expect. Also, as shown in FIG. 6B, even with the same gentle braking, at first (at the preliminary warning timing FWt), extremely gentle gentle braking LWr is generated, to which the driver takes no action. Instead, when it is determined that the expected arrival time Tc is less than the (original) alarm timing Wt, a (stronger) gentle braking Wr may be generated. This configuration does not give the driver a strong sense of incongruity, and since the braking is already performed once (although lightly) at the (original) warning timing Wt, a higher effect is expected also in terms of safety. it can.

In the present invention, since the concept of time is used as the threshold value, it is very easy to issue a plurality of alarms as time passes.

Finally, an example of a more specific embodiment to which the present invention is applied will be described with reference to FIGS. This embodiment is configured to detect the turning state and correct / change the alarm timing Wt.

FIG. 7 schematically shows the automatic alarm operating device.

The control device (computer) 10 includes an ON / OFF signal of a brake switch 24 for detecting that the driver has depressed the brake pedal 22 and a steering angle sensor for detecting the steering angle θ of the steering 26. 28, the distance to the obstacle Lc (or approach speed DL)
c), a signal from the laser light emitting / receiving device 30 for detecting the vehicle speed, a signal from the vehicle speed sensor 32 for detecting the vehicle speed V, and a yaw rate sensor 34 for obtaining the yaw rate γ.
, Turn signal 36 on / off switch 38
Is input.

The control device 10 determines whether or not to activate an alarm based on these input signals. If it is determined that the alarm needs to be activated, the control device 10 instructs the brake actuator 60 to perform gentle braking. At the same time, the alarm 62 is activated, and the brake lamp 64 is turned on to notify the following vehicle of the slow braking (because the gentle braking is applied even when the driver does not depress the brake pedal 22).

Reference numeral 70 denotes an adjustment knob for manually adjusting the alarm timing Wt to be shorter or longer according to the driver's preference.

Next, the flow of control executed in the control device 10 will be described with reference to FIGS.

First, in step 102, an ON / OFF signal of the brake switch 24 is input. Step 1
At 04, a signal of the steering angle θ from the steering angle sensor 28 is input. In step 106, correction information (driver's preference) by the alarm timing adjustment knob 70 is input. In step 108, information on the distance Lc from the laser light emitting / receiving receiver 30 to the obstacle is input. Step 1
At 10, a signal for calculating the yaw rate from the yaw rate sensor 34 is input. In step 112,
A signal from the on / off switch 38 of the turn signal 36 is input.

The computer 10 receives these signals, calculates a steering angular velocity Dθ which is a change state of the steering angle θ in step 114, and in step 116, calculates the obstacle distance from the information on the distance (relative distance) Lc to the obstacle. Calculates the approach speed (relative speed) Vob. Further, in step 118, the vehicle speed V of the own vehicle is calculated based on the signal from the vehicle speed sensor 32, and in step 120, the yaw rate γ of the vehicle is calculated based on the signal from the yaw rate sensor. In step 122, a value of (1 / rotation radius R) is calculated from the yaw rate γ and the vehicle speed V. Note that (1 / rotation radius R) = (yaw rate γ / vehicle speed V).

Turning to FIG. 9, in step 124, FIG. 3 shows the value of (1 / turn radius) and the driver's manual warning timing Wt correction information input in step 106. The alarm timing Wt is calculated based on such a graph.

In step 126, the blinking of the blinker 36 is determined by turning on and off the blinker switch 38. If it is determined that the blinker switch 38 is turned on, the process proceeds to step 128, and the alarm timing Wt obtained in step 124 is set to 0 (only when it is detected that the blinker is first turned on). .8 times. When the blinker 36 is blinking, it means that the own vehicle has a possibility of lane change, turning right or left, or is in fact. Therefore, various obstacles are likely to appear in front of the vehicle, and the driver seems to be fully aware of this. Therefore, the alarm timing Wt is made slightly shorter, and the alarm timing Wt is corrected so that an alarm is hardly generated.
When the turn signal switch 38 is off, the alarm timing Wt obtained in step 124 is adopted without correction.

In step 130, the expected arrival time Tc is calculated. In this embodiment, it is determined whether or not the obstacle is an oncoming vehicle, and the expected arrival time Tc is calculated in two ways according to whether or not the oncoming vehicle is as follows.

That is, as shown in FIG. 10, first, in step 130A, it is determined whether or not the approach speed (relative speed) Vob is equal to or lower than the own vehicle speed V. If Vob ≦ V holds, it is determined that the obstacle Ob is either a fixed obstacle or another vehicle ahead in the same direction as the own vehicle, and the process proceeds to step 130B, where the estimated arrival time Tc Is calculated as in equation (4), with the relative distance being Lc.

Tc = Lc / Vob (4)

On the other hand, in step 130A, Vob ≦ V
Is not established, the approach speed V is higher than the own vehicle speed V.
Since ob is larger, it means that the obstacle Ob is approaching the own vehicle. Therefore, it is determined that the obstacle Ob is an oncoming vehicle,
In step 130C, the estimated arrival time Tc is (5)
It is calculated based on the formula.

Tc = Lc / {(1 + α) × V−α × Vob} (5)

Here, α is an oncoming vehicle correction coefficient, and 0 <α <
It is one. In this case, when it is determined that the obstacle Ob is an oncoming vehicle, the expected arrival time Tc is calculated after being corrected to be longer, and this is compared with the (identical) alarm timing Wt. Therefore, it is possible to obtain an effect that the alarm is hardly activated.

This α is a property of the vehicle on which the automatic alarm device is mounted, for example, whether it is a sports car or a family car,
It is set in advance according to whether it is a sedan or RV (recreational vehicle), or 4WD or 2WD. Alternatively, the preset value is changed and set by linking to the value of the manual correction information of the alarm timing input in step 106. Furthermore, in the case of having a navigation system, it is possible to distinguish between a wide road and a wide main road, etc. Is also good.

In this embodiment, the warning timing Wt is corrected and changed according to the turning state, while the expected arrival time Tc is corrected and changed according to whether the vehicle is an oncoming vehicle. As described above, since these are relative, it is obvious that the other side may be corrected in the opposite direction.

Returning to FIG. 9, in step 132, the brake switch 24 is turned on or the steering angular velocity D
It is determined whether or not θ is larger than a predetermined value Dθ0 which is an angular velocity threshold. This judgment is made by the driver to perform some danger avoiding operation, for example, the brake pedal 22.
This is for confirming whether or not operation of the steering wheel 26 or the like has been performed. If it is determined that any danger avoidance operation has been performed by the driver, the routine proceeds to step 134, where the warning is canceled (if a warning has already been generated). That is, the slow braking by the brake actuator 60 is released, the operation of the alarm 62 is released, and the lighting of the brake lamp 64 is released. And it returns after release.

If it is determined in step 132 that the driver has not performed danger avoidance operation in particular, step 136
Then, it is determined whether or not the expected arrival time Tc calculated in step 130 (130B or 130C) is shorter than the warning timing Wt determined in step 124 (or step 128). Here, if it is determined that the expected arrival time Tc is shorter than the warning timing Wt, the process proceeds to step 138 to calculate the alarm duration from the first time Tc <Wt is satisfied, and to generate an alarm in step 140. Activated. That is, the brake actuator 6
At 0, a gentle braking instruction is issued, the alarm 62 is activated, and an operation of turning on the brake lamp 64 is performed (even though the driver has not depressed the brake pedal 22).

If it is determined in step 136 that the estimated arrival time Tc is longer than the warning timing Wt, the process proceeds to step 142, and (if the warning has already been activated).
The alarm is released and the process returns.

In step 144, it is confirmed whether the time is within the alarm duration. If it is within the duration, the process returns as it is to continue the warning, while if it is determined that the duration has elapsed, the process proceeds to step 146 and the warning is canceled.

With the above control flow, it is possible to appropriately generate an alarm (while preventing the alarm from being activated more than necessary) after considering the turning state of the vehicle and whether or not the obstacle is an oncoming vehicle. Will be able to

It is needless to say that further modification and correction as described above are added to this control flow.

For example, in this flowchart, the turning state is detected as a means for estimating the future course of the own vehicle. However, this is based on the running position of the own vehicle on the map of the navigation system. Can also.

As described with reference to FIG. 5, obstacle information detecting means having a function of detecting the position A or B of the obstacle K in the vehicle width direction is incorporated, and the obstacle Ob along the vehicle width direction X is provided. It is also possible to more accurately determine the possibility of a collision based on the position A or B, and correct the warning timing Wt and the estimated arrival time Tc accordingly.

Further, in this flowchart, the alarm based on the gentle braking and the alarm based on the alarm are generated only once at the same time. However, the warning based on the alarm alone is generated prior to the alarm based on the gentle braking (and the alarm). You can also

The alarm timing Wt and the expected arrival time T
Various methods can be considered for the method of correcting c.
Therefore, the present invention is not limited to the correction method of the above embodiment. In the present invention, the “warning timing” which is a threshold for generating a warning is basically based on the vehicle speed V and the approach speed Vob.
However, the present invention does not exclude consideration of these factors in determining the “alarm timing”.

For example, step 13 in the above embodiment
The correction at 0 (correction depending on whether the vehicle is an oncoming vehicle) depends on both the own vehicle speed V and the approach speed Vob because the correction coefficient α is multiplied by the own vehicle speed V and the approach speed Vob. The correction is made. As described above, in correcting the warning timing Wt in the present invention, the own vehicle speed V, the approach speed Vob, or the relative distance Lc
Naturally, it is free to perform correction depending on the like.

[0098]

As described above, according to the present invention,
Since the warning timing of the concept of time is set as a threshold value for determining whether to activate the warning means, the threshold value is more appropriately and more easily set according to the traveling state of the vehicle or the traveling environment. Correction can be performed, and an excellent effect that a necessary alarm can be appropriately generated when necessary while preventing unnecessary alarms from being generated frequently can be obtained. .

[Brief description of the drawings]

FIG. 1 is a block diagram showing the gist of the present invention.

FIG. 2 is a plan view for explaining various parameters when the vehicle is turning.

FIG. 3 is a graph showing an example in which an alarm timing is corrected and changed depending on a turning state.

FIG. 4 is a plan view showing a situation in which the own vehicle rubs against an oncoming vehicle.

FIG. 5 is a plan view for explaining the position of an obstacle in the vehicle width direction in front of the vehicle.

FIG. 6 is a diagram showing an example of generating two or more alarms over time.

FIG. 7 is a block diagram showing an example of a specific embodiment of an automatic alarm operating device to which the present invention is applied.

FIG. 8 is a flowchart showing the first half of a control flow executed in the embodiment.

FIG. 9 is a flowchart showing the latter half of the control flow.

FIG. 10 is a flowchart illustrating a method of calculating an estimated arrival time of the control flow in more detail;

[Description of Signs] 10 ... Computer 22 ... Brake Pedal 24 ... Brake Lamp Switch 26 ... Steering Wheel 28 ... Steering Angle Sensor 30 ... Laser Light Receiver / Receiver 32 ... Vehicle Speed Sensor 34 ... Yaw Rate Sensor 36 ... Winker 60 ... Brake Actuator 62 ... Alarm 64: Brake lamp 70: Adjustment knob Wt: Alarm timing Tc: Expected arrival time R: Turning radius

Claims (8)

[Claims] An obstacle information detecting means for detecting an obstacle in front of the vehicle and detecting a distance from the own vehicle, and a vehicle speed detecting means for detecting a vehicle speed of the own vehicle. An automatic alarm operating device for a vehicle that activates an alarm unit based on a vehicle speed of a host vehicle, a unit that sets an alarm timing of a concept of time as a threshold for determining whether to activate the alarm unit, Means for calculating an expected arrival time of the vehicle to the obstacle based on the object information and the vehicle speed of the own vehicle, comprising: Automatic alarm activation device for vehicles. 2. The vehicle according to claim 1, further comprising: means for estimating a future course of the own vehicle, wherein at least one of the warning timing and the estimated arrival time is based on the estimated future course of the own vehicle. An automatic alarm operating device for a vehicle, wherein the automatic alarm operating device is corrected. 3. The vehicle according to claim 2, further comprising means for detecting a turning state of the own vehicle, wherein a future course of the own vehicle is estimated based on at least the turning state of the own vehicle. Automatic alarm activation device for vehicles. 4. The vehicle according to claim 2, further comprising a navigation system capable of confirming a traveling position of the own vehicle on a map, wherein a future course of the own vehicle is based on at least the traveling position of the own vehicle on a map. An automatic alarm activation device for a vehicle, which is estimated. 5. The vehicle according to claim 1, further comprising means for determining whether the obstacle is an oncoming vehicle, and determining whether at least one of the alarm timing and the estimated arrival time is the oncoming vehicle. An automatic alarm actuating device for a vehicle, wherein the automatic alarm actuating device is corrected on the basis of: 6. The system according to claim 1, further comprising: means for determining whether or not a blinker of the own vehicle is blinking, wherein at least one of the alarm timing and the estimated arrival time is determined to be blinking of the blinker. An automatic alarm actuating device for a vehicle, wherein the automatic alarm actuating device is corrected on the basis of: 7. The system according to claim 1, wherein the obstacle information detecting means has a function of detecting a position of an obstacle along a vehicle width direction of the own vehicle. , At least one of which is corrected based on the position of the obstacle in the vehicle width direction. 8. The automatic alarm operating device for a vehicle according to claim 1, wherein two or more alarms are issued as time elapses by the alarm means.